Auxiliary starting device for internal-combustion engines.



\ w. J. HART. AUXILIARY STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES.

. APPLICATION FILED IAN.27. I915.

Patented May 22, 1917.

INVENTOR.

"WILLIAM J. HAET ATTORNEY I UNITED STATES PATENT OFFICE.

' WILLIAM J. HART, OE MOUNT VERNON, NEW YORK, ASSIGNOR- TO SPLITDORF ELEC- TRIGAL COMPANY, OF NEWARK, NEW JERSEY, A CORPORATION OF NEW JERSEY.

A' Ux IL IARY STARTING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented May 22, 1917.

Application filed January 27, 1915. I Serial No. 4,634.

ments in Auxiliary Starting Devices for Internal-Combustion Engines, of which the following is a specification.

My invention relates to apparatus used in starting internal combustion engines, such as used in automobiles and other moving vehicles. It is customary practice, at the present time to start engines of this nature by means of an electric starter but during extremely cold weather, the engine becomes very stiff when not in use for several hours, and the starting motor is not able to turn the engine over at the same speed as when the engine is warm. Further, the air conditions at these times are such as to give poorer carburetion, combining to make starting difiic'ult.

One of the objects of my invention is to decrease this trouble by spraying into the intake manifold or cylinders of theengine a charge of fuel at or about the time the starting motor is put into operation. I have found that. if the charge of fuel is first injected into the manifold or into the cylinders, for several seconds of time previous to cranking the engine, that whatever vapor there is produced condenses on the.

walls of the manifold or cylinders of the engine while some gain is made toward the desired end, the operation is still faulty and I aim to choose, what I call the psychological moment for injecting this fuel into the engine.

A further object of my invention is to break up the fuel into a form of spray so that on the first movement of the engine, the spray is readily mixed with the air in the manifold and will constitute a suitable firing mixture, which is not accomplished by the previous methods of injecting fuel in bulk into the manifold or engine cylinders.

Further and other features of my invention will be readily understood by persons skilled in the art from a consideration of the following description, taken in conjunction with the drawing wherein,

1 represents the en 'ne to which is attached the intake manifold 3.. One end of the intake manifold is connected to the carbureter 2, having a supply pipe 4 running to the fuel tank. 8 illustrates a certain type pf an electrical starting switch fastened to he car by bolts or screws passing through the holes 9. The mechanical mechanism of the starting switch and the connections to the starting motor forms no part of my invention and need not be further described herein. The ignition circuits and in fact,

all the electrical circuits used in starting the engine, may also be controlled by the starting switch so that as the foot of the operator is applied to the button 10, the ignltion. can be switched on and the current from the usual storage battery connected to the starting motor.

Attached to the starting switch 8,- by the flanges 12 is an extension 11. The push rod of the starting switch is extended, as.

shown at 13 and on this extension is mounted a piston which operates within the extension or cylinder 11. to the bottom of the cylinder 11 is a small pipe 17 which in the form shown terminates 'in the branches 15 and 16, which are adapted to enter openings in the manifold 3. Extending from-the fuel bowl of the carburetor 2 is a small pipe 5, terminating in branches 6 and 7. These branches open into branches 15 and 16, respectively, of the pipe 17, just before said branches enter the manifold.

When the foot of the operator is applied to the button 10 of the starting swltch '8, the push rod 13 is carried downward and the piston 1 1 compresses the air in the cylinder 11 and the air is forced through the pipe 17 with considerable force and enters the manifold 3 throu h the branches 15 and 16. As the air is orced by the opening of the branches 6 and 7 fuel is drawn out of the bowl of the carbureter, through the ipe 5 on account of the suction produced y the air crossing the openings in the branches 6 and 7.

The injection of the fuel into the intake manifold is thus accomplished substantially co-incident with the time when the electrical devices are switched into operation. It is to be understood that the pipes 5 and 17 are to be relatively small so that they do not interfere with the ordinary working of the carburetor but they may be closed ofi after the engine is started by a device connecting with the starting switch or otherwise. In-

Connected asmuch as I have not found it necessary to use means for closing ofi fthese auxil1ary ipes, I have not shown nor descnbed them erem. The addition of these means are-- such as may be included in changes. and

modifications that will suggest themselves to one familiar with devices of this character.

While I have shown the advantage of us ing'my device in one form, it will be appar- Having thus described my invention, what I claim is 1. In combination, an internal combustion enginehavin an intake manifold, a .carbureter, a pi eIeading from the carburetor to. said mani old, a source of fuel connected to said carburetor, an auxiliary pipe extending from the fuel supply to said manifold, a

starting switch, and means operated by the operation of said starting switch for drawing fuel through said auxiliary p1pe and mixing it with air ad acent to the point where said ipe enters said manifold.

2. In com ination, an internal combustion engine having an intake manifold, a carbureter connected to said manifold and regularly feeding fuel thereto, a switch for starting the engme, an air compressor operated by said switch, said air compressor having a direct connection with said manifold, and an auxiliary connection between said carbureter and manifold, whereby when said switch is actuated air is forced from said compressor and fuel is drawn through said auxiliary connection to mix with each other and enter said manifold.

, pipe enters said en ent to those skilled in the art that numerous changes and modifications may 3. In combination, an internal combustion 463 engine, a carbureter having a main connection thereto, a switch for'startin said engme," an air compressor operate by said switch, a pipe leading from said air com-i ressor to said engine and an auxiliary'pipe eading from said carburetor into the first v mentioned p pe ata point near'where said glue. I I

In combinatlon, an'internal combustion engine, having an intake manifold, a carbu- 5o reter connected to said manifold and to a source of fuel supply, a switch for operating electrical circuits for starting said en 'ne,

. an air compressor operated by said switch,

a pipe leading fromvaald air compressor to said manifold and an auxiliar pipe leading from the fuel supply into the st mentioned pipe near said mamfold.

5. In combination, an internal combustion engine, having an intake manifold, a carbureter regularly feeding fuel to said engine manifold, a switch havinga push rod for controlling the electrical circuits used in starting said motor. an air compression chamber attached to said switch, a piston within said chamber and mounted on the end. of said push rod, an air pipe extending from said chamber to said manifold and an auxiliary pipe in shunt to said carbureter 'terminatin in the first mentioned pipe near .7

said mani old for the purpose described.

In testimony whereof I have affixed my signature in the presence of two witnesses.

WILLIAM HART.

Inthe presence of-- NIB. Poona, M. W. Ban'rmrr. 

